• 한국안전학회지
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• 제32권4호
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• pp.107-113
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• 2017

This paper deals with the traffic factors related to the collisions of circular intersections. The purpose of this study is to develop traffic accident models by type of collision based on land use. In pursuing the above, the traffic accident data from 2010 to 2014 were collected from the "Traffic Accident Analysis System (TAAS)" data set of the Road Traffic Authority. A multiple regression model was utilized in this study to develop the traffic accident models by type of collision. 17 explanatory variables such as geometry and traffic volume factors were used. The main results are as follows. First, the null hypothesis that the type of land use does not affect the number of accidents by type of collision is rejected. Second, 10 accident models by type of collision based on land use are developed, which are all statistically significant. Finally, the ADT, inscribed circle diameter, bicycle lane, area of central island, number of speed hump, circulatory roadway width, splitter island, area of circulatory roadway, mean number of entry lane and mean width of entry lane are analyzed to see how they affect accident by type of accident based on land use.

• 한국재난정보학회 논문집
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• 제7권1호
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• pp.75-85
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• 2011

본 논문에서는 파일형 선박충돌방호공에 선박이 충돌하였을 때 거동을 해석하였다. 충돌방호공은 슬래브, RCP말뚝 및 이를 지지하는 지반을 비선형스프링으로 모델링하였다. 선박의 선수는 탄소성거동을 하는 쉘요소로 모델링하였으며, 선체부는 충격 시 변형이 크게 발생하지 않으므로 선형재료로 고체요소를 이용하여 모델링을 하였다. 선박의 중량의 변화에 따른 거동특성을 파악하기 위해 선박의 질량을 DWT 10000 부터 DWT 25000까지 5000씩 증가시켜 해석을 수행하였다. 또한 선박과 방호공의 충돌은 정면충돌로 고려하였으며, 충돌 속도는 5knot로 가정하였다. 선박과 방호공과의 충돌 해석은 비선형 해석 프로그램인 ABAQUS/Explicit을 이용하여 수행하였으며, 이를 통하여 선박 충돌 시 방호공의 에너지 거동을 분석하였다. 해석결과 선박의 중량이 증가할수록 선수와 슬래브의 변형에 의한 소성 소산 에너지량이 증가하는 것을 확인할 수 있었다.

• 한국전산구조공학회논문집
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• 제27권5호
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• pp.369-377
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• 2014

본 논문에서는 해중터널와 수중운항체의 충돌거동을 파악하기 위하여 두 구조체를 모델링하고 해석을 수행하였다. 충돌이 일어나는 해중터널은 원통형으로 단면을 가정하고 콘크리트와 라이닝강판을 가진 구조로 가정하였다. 충돌부위를 제외한 인접부분은 탄성거동을 하는 보요소로 모델링하고 계류라인은 장력을 받는 케이블로 모델링하였다. 수중운항체는 1800톤급 잠수함을 가정하였으며 수리동역학적 부가질량을 고려하여 충돌질량을 산정하였다. 해중터널에 작용하는 부력은 동적완화방법을 사용하여 초기조건에 포함시켰다. 부력비의 변화와 충돌속도의 변화를 고려하여 충돌해석을 수행한 결과, 충돌에너지의 소산은 주로 해중터널에서 발생하고 수중운항체에 의한 에너지 소산은 미미한 것으로 나타났다. 또한 계류라인의 장력과 부력비의 변화에 따라 해중터널의 충돌거동은 큰 영향을 받았다. 특히 충돌력은 기존의 설계기준의 선박충돌력과는 상이한 경향을 보이는 것으로 나타났다.

• 대한토목학회논문집
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• 제31권3A호
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• pp.199-206
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• 2011

현재 국내에서 사용되고 있는 교량의 선박충돌력에 대한 설계기준은 Woisin의 실험으로부터 제안된 평균충돌력을 적용한 AASHTO LRFD에 기반을 두고 있다. 이러한 평균충돌력의 보수성을 평가하기 위하여, 본 연구에서는 비선형 유한요소해석을 토대로 선박의 질량-가속도의 관계, 선수의 변형-운동에너지의 관계를 이용하여 선수충돌시 발생하는 평균충돌력을 산정하고 이를 AASHTO 설계기준과 비교하였다. 그 결과, 선박의 크기에 따른 평균충돌력의 변화는 해석에서 얻어진 평균충돌력에 비해 매우 보수적이지만 경향은 일치하는 것으로 나타났다. 그러나 속도에 따른 평균충돌력의 변화는 충돌속도에 비례하는 설계기준의 값과는 달리 선수의 소성거동에 지배를 받는 것으로 나타났다.

• 한국항해항만학회지
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• 제34권2호
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• pp.105-110
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• 2010

The studies on automatic ship collision avoidance system, which have been carried out in the last 10 years, are facing on new situation due to newly developed high technology such as computer and other information system. It was almost impossible to make it used in real navigation field 3-4 years ago because of the absence of any tool to give other ship's information, however recently developed technology suggests new possibility. This study is carried out to develop the automatic ship collision avoidance support system which considers ship's manoeuvrability into it's collision avoidance algorithm. One of the important part in ship collision avoidance system is collision decision module which can calculate collision risk with other ships and act properly to avoid the situation. Many of previous researches are using present ship's dynamic data such as present speed, position and course to calculate collision risk. However when a ship commences avoidance action, the real situation is quite different with one that has been estimated by the ship's initial data due to the ship's manoeuvring characteristic. Therefore it is better to take into account ship's manoeuvring characteristic from the stage of collision decision in ship collision avoidance system. In this study, these effects are included in the developed system. The proposed system are verified its usefulness in numerical simulation environments.

• 자동차안전학회지
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• 제15권4호
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• pp.88-94
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• 2023

The seating postures of passengers in the automated driving vehicle are possible in atypical forms such as rear-facing and lying down. It is necessary to improve devices such as airbags and seat belts to protect occupants from injury in accidents of the automated driving vehicle, and collision safety evaluation tests must be newly developed. The purpose of this study is to define representative types of head-on collision accidents to develop collision standards for autonomous vehicles that take into account changes in driving behavior and occupants' postures. 150 frontal collision cases remained by filtering (accident videos, images, AIS 2+, passenger car, etc…) and random sampling from approximately 320,000 accidents claimed by a major insurance company over the past 5 years. The most frequent accident type is a head-on collision between a vehicle going straight and a vehicle turning left from the opposite side, accounting for 54.7% of all accidents, and most of these accidents occur in permissive left turns. The next most common frontal collision is the center-lane violation by drowsy driving and careless driving, accounting for 21.3% of the total. For the two types above, data such as vehicle speed, contact point/area, and PDOF at the moment of impact are obtained through accident reconstruction using PC-Crash. As a result, two types of autonomous vehicle crash safety test scenarios are proposed: (1) a frontal oblique collision test based on the accident types between a straight vehicle and a left-turning vehicle, and (2) a small overlap collision test based on the head-on accidents of center-lane violation.

• 한국공작기계학회:학술대회논문집
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• 한국공작기계학회 2002년도 춘계학술대회 논문집
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• pp.184-189
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• 2002

Collision free task planning for dual-arm robot which perform many subtasks in a common work space can be achieved in two steps : path planning and trajectory planning. Path planning finds the order of tasks for each robot to minimize path lengths as well as to avoid collision with static obstacles. A trajectory planning strategy is to let each robot move along its path as fast as possible and delay one robot at its initial position or reduce speed at the middle of its path to avoid collision with the other robot.

• 한국공작기계학회:학술대회논문집
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• 한국공작기계학회 2001년도 춘계학술대회 논문집(한국공작기계학회)
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• pp.244-249
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• 2001

Collision free task planning for dual-arm robot which perform many subtasks in a common work space can be achieved in two steps : path planning and trajectory planning. Path planning finds the order of tasks for each robot to minimize path lengths as well as to avoid collision with static obstacles. A trajectory planning strategy is to let each robot move along its path as fast as possible and delay one robot at its initial position or reduce speed at the middle of its path to avoid collision with the other robot.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2010년도 춘계학술대회 논문집
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• pp.604-608
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• 2010

This paper proposed a new 2D multibody dynamic modeling technique to analyze overriding behavior taking place during train collision. This dynamic model is composed of nonlinear spring, damper and mass by considering the deformable characteristics of carbodies as well as energy absorbing structures and components. By solving this dynamic model of rollingstock, collision energy absorption capacity, acceleration of passenger sections, impact forces applied to interconnecting devices, and overriding displacements can be well estimated. For a case study, we choose KHST (Korean High Speed Train), obtained crush characteristic data of each carbody section from 3D finite element analysis, and established a 2D multibody dynamic model. This 2D dynamic model was suggested to describe the collision behavior of 3D Virtual Testing Model.

• 연구논문집
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• 통권32호
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• pp.103-111
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• 2002

In this study, the crashworthiness of KHST has been evaluated by analysing a nonlinear spring/bar-damper-mass model of 1-dimensional collision dynamics. The numerical results show that KHST can easily absorb kinetic energy at lower impact force and acceleration in heavy collisions, when compared with KTX. Also, in a Light collision like a traint-to-train accident at lower speed under 8 kph, the carbody and components of KHST can be protected without any damage except the energy absorbing tube to be replaced easily. However, KTX may be much damaged in the light collision because there is no energy absorbing tube. In conclusion, the crashworthy performance of KHST has been much improved than that of KTX, although there are something to be improved for a better crashworthy performance